Controlling apparatus for railway switches and signals.



H. w. GRIFFIN.

CONTROLLING APPARATUS FOR RAILWAY SWITCHES AND SIGNALS.

} APPLIGATION FILED DEC. 30, 1909.

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' ATTO H. W. GRIFFIN.

CONTROLLING APPARATUS FOR RAILWAY SWITCHES AND SIGNALS.

APPLICATION FILED DEC. 30, 1009.

Patented July 23, 1912.

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APPLICATION lILED DEC. 80, 1900.

Patented July 23, 1912.

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APPLICATION FILED DEC. 30. 1909.

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Patented July 23, 1912.

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. W. GRIFFIN.

CONTROLLING APPARATUS FOR RAILWAY swn'cass AND SIGNALS.

APPLXOATIOI FILED DEC. 30. 1909.

Patented July 23, 1912.

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KENNY 'W. GRIFFIN, OENEW YLJRK, N. Y., ASSIGNOR TO THE UNION SWITCH AND A SIGNAL COMPANY, 01 SWISSVALE, PENNSYLVANIA, A CORPORATION OF YENN- "snvama.

CONTROLLING APPARATUS FORIIAILWAY SWITCHES AND SIGNALS.

Specification of Letters Patent.

Patented July 23, 1912.

Application filed December 30, 1809. Serial No. 535,620.

To all whom it may concern:

Beit known that I, HENRY WV. GRIFFIN, a citizen of the United States, residing in the boron h of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Controlling Apparatus for Railway Switches and Signals, of which the following is a spec1fication.

My invention relates to circuits for the control of railway switches and signals, and has for an object an arrangement of circuits and a )paratus for insuring that a switch has completed its movement 111 response to the movement of its controlling or operating lever before a si nal governing trafiic over said switch can Es moved to its proceed position.

My invention is particularly adaptable to the controlling circuits for electro-pneumatic and electric systems of switch and signal operation.

Heretofore, in power signaling, it has often been the )ractice to carry the signal control wires through circuit controllers operated directly by the switches over which the signal governs tratlic. This has only been practicable, however, with important main line signals governing high speed routes, on account of the great cost of wire, shelter for wire, and switch circuit controllers; thus leaving the less important signals dependent only upon the interlocking machine. And when it has been done, false clear signals have sometimes developed owing to the immense amount of wire, and the switch circuit controllers, and their exposure to bad weather conditions. By the use of my invention, these uncertain protective devices are displaced by reliable rclays which can be located within the interlocking cabin, and by circuit controllers operated by the machine. These new devices are not subject to bad weather conditions, and they can be easily inspected. Other advantages are a material reduction in cost, the securing of a lamp or other indication immediately upon the derun ement of a switch, an also a simple an inexpensive safety controll of the low speed or less im- I will escribe arrangements of circuits and apparatus embodying my invention, and

then point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is :1 dia rammat-ic view showing'an arrangement o circuits ada table to the electropneumatic system control of switches and signals, and embodying my invention. Figs. 2 and 3- are views similar to F i l, but showing the changes in position ot the various arts during the movement of a switch. ig. 4 is a diagrammatic view showing a modification of my invention adaptable to the electric or electro-pneumatic system of control of switches and signals. Figs. 5 and 6 are views similar to Fig. at but showing the changes in position of the various parts during the movement of a switch. Fig. 7 is a view showing a modification of the system of Fig. 1.

Similar reference characters designate similar parts throughoutthe several views.

Referring to Figs. 1, 2 and 3 the reference character 2 designates a section of straight track from which a switch A leads to a branch track 3. A signal B governs trafiic over switch A. The letter M designates an interlocking machine, on which a lever A controls the switch A, and a lever B controls the signal B. Several electric circuit controllers operated by the lever A are diagrammatically represented by movable contact pieces 6, 7 8, 9 and 10, 58 and 59. A circuit controller operated by the signal lever B is represented diagrammatically by a movable contact piece 11. A circuit controller or switch indication controller 21 is operated by the movement of the switch A in a manner well known in the art. Two magnets, designated as N and R, whose circuits are controlled by the switch indication controller 21, permit the switch operating lever to complete its movement when the switch A has made a completestroke in one direction or the other. or instance, the normal indication magnet N is energized when the switch has completed its stroke to the normal )osition, thereby permitting the controlling lever A to be moved to the extreme limit of its stroke. This latter movement unlocks on the machine all levers the movement of which would not interfere with the new )o sition of the switch A. These indication circuits as heretofore used and the apparatus used in connection therewith, as well as the power circuits are full shown and described in Letters Patent 0. 551,755 granted to J. P. Coleman on December 24., 1895. These indication -magnets N and R may also be used as lock magnets controlled by a track circuit to lock the controllin lever A in its extreme position in case of a car being near the switch A. For this purpose the magnets N and R are energized by a circuit passin through an armature contact on a trac relay 19, as more fully described hereinafter. This track relay 19 and its track circuit, as well as the locking circuits controlled thereby, are not essential features of a system embodying my invention, as the invention may be applied equally well to a system in which any suitable means are employed to prevent a movement of a switch controlling lever when the rails adjacent the switch are occupied by a car or train. 12 desi ates a circuit controller operated by the atch handle on the lever A, in a manner well known in the art. The movements of the switch A are accomplished bymeans of any suitable motor device, here shown as being two solenoids 55 and 56 which move a plunger 57 in one direction or the other according to which solenoid is energized. The circuits for these solenoids are controlled by contacts 58 and 59 on the lever A, an these circuits are shown in short dash lines. The circuit for solenoid 55 is from battery 13 through wires 110, and 51, contact 58, wire 53, solenoid 55, wires 54 and 101 to batter The circuit for solenoid 56 is similar,

an need not be traced in detail. A relay magnet 14 which may be located near the interlocking machine, is connected in a branch of the indication circuits. The use of this relay in connection with the associated apparatus herein described, constitutes my present invention. This relay 14 is, with the parts in the positions shown in Fig. 1, energized by a circuit which may be traced as to lows :from battery 13 through wire 101, bridge 22 of indication box 21, wires 111 and 117, contact 6, wire 118, relay 14, wires 110 and 110 to battery 13. On account of the armature of relay 14 being in a closed position, it is possible to move the signal B to its clear position by turning its controlling lever 13 to the right,thus closing a circuit as follows :-from battery 13 through wire 128, signal B, wire 124, contact 11 on controlling lever B, wire 125, armature 16 of relay 14, wire 126 to battery 13. This circuit is shown in long and short dash lines on the drawings. Therefore with the switch controlling lever A and the switch A both in their normal position, it is possible to move the signal 13 to its clear position.

I will now trace the release and indication circuits for a complete movement of the controlling lever A and the switch A, reference bein had first to Fig. 1 which shows all parts 0 the indication circuits and apparatus in normal position. Assuming that there is no car within the limits of the track detector circuit, the relay 19 is energized as shown. Upon closing the circuit controller 12 by means of the handle latch on lever A, a circuit is completed as follows :-from -battery 13 through wires 101 and 127, armature 20 of relay 1%), wire 12S, armature 15 of relay 14, wires 129 and 132, contact 10 operated by lever A, wires 130 and 114, normal indication magnet N, wires 115 and 108, circuit controller 12, wires 109 and 110 to battery 13. The normal indication magnet being thereby energized, the switch 0 erating lever A is released by means of the well-known latch device, and it can be moved to the operating position shown in Fig. 2. lVith the lever A in this position the switch 0 )erating circuit through solenoid will be closed to cause a reverse movement of the switch A. Upon the completion of this movement and after the lock mg of the switch in its new position, the circuit controlling bridge 22 in the switch indication box 21 will have moved to the position shown in Fig. 2. The controlling lever A is now ready for a release to ermit of its completing its movement to tie reverse position, and upon closing the latch circuit controller 12 the release or indication circuit is closed as follows :from battery 13 through wires 101 and 150, bridge 22 of indication box 21, wire 102, contact 0, wire 104, indication magnet R, wires 107 and 108, circuit controller 12, wires 109 and 110 to battery 13. The reverse indication magnet B being thereby energized, the controlling lever A is released and allowed to complete its movement to the position shown in Fig. 3. The signal I3 can now be cleared by moving its controlling lever B to the right, the signal circuit being the same as hereinbefore traced. Referring to Fig. 2, it will be noted that until the controlling lever A has completed its movement, the relay 11 remains deenergized owing to the break in its circuit at the contact 7. \Vith the relay 14 thus deenergized and its armature contact 10 therefore open, it would be impossible to close the circuit for signal B as heretofore described, and the signal is therefore held in its danger or stop position. Furthermore, it is impossible to complete the movement of the switch controlling lever until the switch has completed its stroke owing to the fact that the release or indication circuit described above cannot until then be closed. '1hcrcfore, hy the use of the relay 14 in connection with the indication system as heretofore used, I accomplish the important object of my invention, viz.--to insure that the switch A shall have completedits movement in response to a movement of the controlling lever A. before the signal Bgoverning traflic over the switch can be moved to proceed position. It will be noted that. in case the controlling lever A and the rails of switch A are not in corresponding ositions the circuit through the relay 14 wi 1 be broken at either contact 6 or 7 according to the position of the controlling lever, and this circuit cannot be again com leted until either the switch or the centre ling lever has been moved to make their ositions correspond. I have thus avoidc the possibility of iving a clear or proceed signal for trathc over a misplaced switch.

An indicating device 24 may be connected with the locking circuit in such manner as to indicate to an operator whether or not tracks 2 or 3 within the limits of the track circuit are occupied. This indicating device is here shown as being an incandescent lamp, although any other form of indicator, such for instance as an electro-ma netio device, may be used equally well. T is use of the lamp is not new, but when used in connection with the relay and circuits of my invention it serves the additional function of indicatin to the operator at a glance when a switch has become mis laced with respect to its controlling lever. eferring to Fig. 1 it will be seen that this lamp is here illuminated, its circuit being as follows:from battery 13 through wires 101 and 127, armature 20 of track-relay 19, wire 128, armature 15 of relay 14, wires 129 and 151, lamp 24, wires 113 and 110 to battery 13. Thus as long as the track relay 19 is energized the lamp 24 will be illuminated,but upon the entrance of a train upon the section of rails protected by the track circuit the track relay 19 will be deenergized and the lamp extinguished. Also in case of the misplacement of the switch A with respect to its controlling lever A, the relay 14 will be detinergized as hereinbefore explained, and since the lamp circuit passes through armature contact 15 of this relay, the lamp will be at once extinguished.

Referring now to Fig. 7, I here show a modification of the circuits of Fi 1, 2 and 3 which may at times be desirab e. Instead of carrying the indication wires directly from movable contacts 8 and 9 to the magnets N and R, I here show them as passing through back contacts 17 and 18 of relay 14. This may be used as a precautionary feature for insuring that the relay has released before the lever can complete its stroke. a

Referring now to Figs. 4, 5 and 6, I have here shown a modification of my invention or the eleetro-pneumatic system of control of switches and signals. It is particularly adaptable for any system in which t is not advisable or ossible to use the indication wires and in ication controller on the switch, and involves the use of one additional wire 136 between the switch and its controlling lever. The switch A operates a circuit controller 25, here shown as being a movable contact piece. A similar cont-act piece 26 is operated by the lever A on the controlling machine. The protecting relay 14 is connected in a circuit which includes these two circuit controllers, in such manner that the controllers must be in certain relative osit-ions before the relay will be energize Referring to Fig. 4, in which all parts are shown in normal position, the relay circuit is as follows :-from battery 13 through wire 135, contact piece 25, wire 136, relay 14, wire 137, contact piece 26, wire 138 to battery 13. The relay 14 being thereby energized, the controlling circuit for si al B may be closed by moving the contro ling lever B to the right, this circuit being as follows:from battery 13 through wires 135 and 126, armature 16 of rela 14, wire 125, contact piece 11 on control in lever 13, wire 1%, signal B, wires 123 an 134 to battery 13. The wires which are peculiar to this circuit are shown in lon and short dash lines. When the contro ling lever A is moved to cause a reverse movement of the switch A, the parts assume the positions shown in Fig. 5. The switch is here shown as having completed its reverse movement, but the indication not having as yet been received, the controlling lever me not completed its stroke. The circuit through the relay 14 is therefore open at the contact piece 26, and, the relay being therefore deenergized, the signal circuit cannot be closed. After receiving the indication (the means for which are not shown here; the controlling lever may be moved to tie limit ofits stroke and the arts will assume the positions shown in ig. 6. Here it will be seen that the circuit is again closed through the relay 14, thus permitting the circuit for signal B to be closed through the armature 16. Hence it is evident that, as in the case of the electroneumatic system hereinbefore described, it- Is essential for a switch and its controlling lever to be in the proper relative positions before a signal governing tratlic over the switch can be moved to proceed position, and any derangement of the switch independent of lever will prevent the clearmg of the signal.

t will be seen from the foregoing descrip tions that in the practice of my invention 1 provide a relay in connection with a circuit controller operated by the switch and a whichis adaptable to either the electric circuit controller operated by the switch controlling lever. I use this relay to controlthe operation of a signal or signals governing trafiic over the switch. As a means of controlling the signal I here show the signal contro ling circuit as passin through an armature contact on the relay a though I do not wish to limit myself to this particular method of control, as an means may be used whereby the relay wil prevent either the signal or its controlling lever bein operated when the switch and the switc controlling lever are not in the proper relative positions.

When indication wires already exist, as in th electro-pneumatic system, I have shown it to be practicable to use these wires as portions of the circuit for my additional relay 14. The use of these wires is merely an economical measure, avoiding the necessit of additional wiring between the switches and the interlocking machine. In cases where the indication wires are not available, one additional wire may be used instead, as hereinbefore described.

Although I have here shown the application of my relay to com aratively simple circuits for operation an indication, I do not wish to be limited to these circuits, for the relay may be applied to more complete and complicated systems without departing from the spirit and scope of my invention. For example, I have here shown but one signal governing traffic over a switch, w iereas in the actual practice there will in eneral be a plurality of signals for each irect-ion of trailic, all being controlled by one lever, selection being made by methods well known in the art. Again, I have here shown but one switch over which a signal governs traffic, but there may equally well e a plurality of successive switches, all of which must be in the proper positions relative to their controlling levers before a si nal governing tratlic over them can e cleared.

Althou h I have here shown my invention as applie only to systems of ower interlocking, it is equally appliea le to mechanical interlocking plants. In the latter case, a system similar to that illustrated in Figs. 4, 6 and 6 may be used, a circuit controller being operated by each switch and another circuit controller 0 rated by each switch controlling lever. '1 e relay 14 ma then control in any suitable manner each signal governing trallic over the switches thus protected; and, in case of power signals being used the signal controlling circuit may be brolrcn through an armature contact on the relay as shown in the accompanying drawings.

Having thus described my invention,what I claim is:

LiIncombination, a railway switch, a

controlling lever therefor, a signal governing trailic over the switch, a circuit controller operated by the switch, a circuit controller operated by the controlling lever, a relay whose contacts are closed when energized, a circuit including the two said circuit controllers and the relay, the circuit controllers being so connected as to require corresponding ositions of the switch and its controlling ever to close the circuit, and means for controlling the said signal by the relay.

2. In combination, a railway switch, a controlling lever therefor, a signal governing trafiie over the switch a circuit controller operated by the switch, circuit controllers operated by the controlling1 lever, indlcation wires extending from t e switch to the controllin lever, a relay a circuit including the said circuit controllers, the indication wires and the relay, the said circuit controllers being so connected as to require corresponding positions of the switch and the controlling lever to close the said circuit and means for controlling the said signal l) the relay.

3. In combination, a railway switch, a controlling lever therefor, a circuit controller operated by the switch, a circuit controller operated by the controlling lever, a relay,

a circuit including the two said circuit controllers and the relay, the circuit controllers being so connected as to require corresponding gositions of the switch andnts controlling ever to close the said circuit, and traffic governing means controlled by said relay for governin trafiic over the switch.

4. In combination, a railway switch, a controlling lever therefor, a circuit controller operated by the switch, a circuit controller operatedby the controlling lever, a relay, a circuit including the two said circuit controllers and the relay, the circuit controllers being so connected as to require eorres ending positions of the switch and its centre ling lever to close the said circuit, a signal governing traflic over the switch, and mtlians or controlling the signal by the said re ay.

5. In combination, a railway switch, a controlling lever therefor, a circuit controller operatively connected with the switch, a circuit cont-r0 ler operatively connected with the controlling lever, a relay, a circuit ineludin the two said circuit controllers and the re ay, the circuit controllers bein arran ed to require corresponding positions of tie switch and the controlling lever and to require that each shall occu y an extreme position of its stroke to close t c said circuit, and trafiic governing means controlled by said relay.

6. In combination, a railway switch, a controlling lever therefor, a circuit controller operatively connected with the switch, a circult controller operatively connected with the controlling lever, a magnet, a circuit including the two said circuit controllers and name to this specification in the presence of the magnet, the circuit cont'ollers being ari two subscribing witnesses.

ran to require corres on in ositions o the zvitch and the COIIiEOHiDg vIEVBI and to HENRY GRIFFIN require that each shall occu y an extreme position of its stroke to close the said circuit. In testimony whereof, I have signed my Witnesses:

FREDERICK B. BLACKMAN, DAVID Rwrmnnson.

Copies 0! this patent may be obtained for five cents each, by addrening the Commissioner of Patents, Washington, D. O. 

